A more detailed definition of each alternative, including additional operational and physical characteristics of each alternative, is available in 2.0 Alternatives Considered Volume II: Detailed Definition of Alternatives Technical Memorandum. The National Environmental Policy Act (NEPA) of 1969 requires a comparison of alternatives to satisfy a project’s purpose and need. Additionally, the FTA Table 2.1-1: Overview of Alternatives New Starts/Small Starts Program requires an alternatives analysis to support No Streetcar the selection of a Locally Preferred Alternative (LPA). As part of the project Build TSM 1 TSM 2 Build development process, FTA requires the development of a Transportation Planned Service Enhancements 9 9 9 9 Systems Management (TSM) alternative that can serve as a baseline alternative Increased Span of Service 9 9 9 for comparison to the proposed build alternative. A TSM alternative provides Consolidated Stop Locations 9 9 9 for modest investments that can improve the existing transit system without along Columbia Pike higher capital investments. This allows both FTA and decision-makers an Improved Service Coverage (to opportunity to compare alternatives to see if similar transit benefits can be and from Skyline) 9 9 9 achieved with a lower capital investment. Off-vehicle Fare Collection and Multi-door Boarding 9 9 To meet both the NEPA and New Starts/Small Starts requirements, the Increased Vehicle Passenger Columbia Pike Transit Initiative is evaluating four alternatives, ranging in Capacity 9 9 investment levels, which seek to address the transportation needs of the corridor. The alternatives include: Full Program of Stop Upgrades (Including transfer center and 9 9 x No Build Alternative near- level boarding) x TSM 1 Alternative – Enhanced Bus Rail Vehicles and Associated 9 x TSM 2 Alternative – Articulated Bus Performance Characteristics x Streetcar Build Alternative 2.1.1 No Build Alternative This chapter is organized into two parts. The first section provides descriptive NEPA requires consideration of a No Build Alternative to provide a basis for definitions of the alternatives, including their physical and operational comparison of the alternatives. The No Build Alternative includes existing characteristics as well as estimated capital and operations costs. The second highway and transit networks, plus committed transportation improvements section describes the previously considered Streetcar Build Alternative Design within the corridor. These transportation improvements are listed in the Options, related to the western terminus. following documents: 2.1 Definition of Alternatives x Metropolitan Washington Council of Governments (MWCOG) 2009 Financially Constrained Long-Range Transportation Plan (CLRP) for This section describes the four evaluated alternatives: No Build, TSM 1, TSM 2, the National Capital Region; and Streetcar Build. Table 2.1-1 provides a brief summary of the key x MWCOG FY2010-2015 Transportation Improvement Program (TIP) for characteristics associated with each alternative, while Table 2.1-3 provides a the Washington Metropolitan Region; more detailed comparison of the transit characteristics of each alternative. x Fairfax County’s FY2010-FY2014 CIP; The No Build Alternative includes all existing and future transit and highway x Arlington County’s FY2009-FY2014 Capital Improvement Program transportation facilities and projects anticipated to be operational by the year (CIP); 2030. The TSM Alternatives are intended to provide mobility improvements x Arlington County Columbia Pike Multimodal Street Improvements without constructing a new transit guideway. Lower-cost investment Project 2011; and improvements to improve transit bus service could include, re-routing of x Arlington County Columbia Pike Super Stops Program 2011. existing bus routes and consolidation of bus stops along the alignment. For purposes of this project, two TSM Alternatives are presented for evaluation Any such improvements that are anticipated to occur by 2030, the project and differ in terms of fare collection, vehicle capacity, and station stop horizon year, whether physical or operational, are assumed to be part of the amenities. Lastly, the Streetcar Build Alternative proposes a fixed guideway No Build Alternative. Improvements anticipated to occur by 2015 are also solution to address the corridor transportation needs. identified to serve as a basis for comparison for the Streetcar Build Alternative in its opening year. All projects included in the No Build Alternative are listed and described in Table 2.1-2. May 2012 2-1 Several transportation improvements are currently being advanced in the Transit Operations corridor. The projects that will have the greatest effect on the physical The No Build Alternative would continue current transit service along conditions of the corridor include the Arlington County Columbia Pike Columbia Pike in accordance with the Washington Metropolitan Area Transit Multimodal Street Improvements Project (“Multimodal Project”) and the Authority (WMATA) and Arlington Transit (ART) plans. This service includes the planned improvements included in MWCOG’s 2009 CLRP and FY2010-2015 TIP current Metrobus 16 Line as well as ART services that run along portions of the (listed in Table 2.1-2). The Multimodal Project involves a wide range of corridor. Metrobus 16 Line service consists of four primary service patterns pedestrian and infrastructure improvements to the streetscape to create a that terminate near the eastern termini at the Pentagon Metrorail Station or multimodal environment, including standardizing the street into a consistent Pentagon City. Figure 2.1-3 shows the No Build Alternative bus route network. five lane cross section along Columbia Pike (two travel lanes in each direction with a center median or left-turn lane). Figure 2.1-1 shows the proposed To increase transit efficiency, the No Build Alternative also assumes full typical cross-section. implementation of Intelligent Transportation System (ITS) technologies along Columbia Pike, which will improve reliability and performance by allowing Figure 2.1-1: Multimodal Project Proposed Typical Cross-Section transit vehicles to move through congested intersections with signal priority. The No Build Alternative continues on-board fare collection and front-door boarding. The majority of Metrobus service in the corridor is currently provided using 40- foot buses fueled by compressed natural gas (CNG). The majority of ART service in the corridor is provided using 30- and 35-foot CNG buses. For efficient use of operating resources, the Metrobus and ART fleets are managed on a system-wide basis. Metrobuses and ART buses that perform service runs along the Columbia Pike corridor also serve other areas. WMATA and Arlington County have plans in place to purchase replacement buses on a regular basis as the fleet ages. The No Build Alternative assumes continuation of these fleet replacement plans. The No Build Alternative would continue ART local branding and “PikeRide” branding on buses that serve the corridor. Bus “branding” is a marketing technique that identifies a transit service line by applying visual design elements to all vehicles that serve a specific line or station stop, allowing users to easily identify the transit line’s operating characteristics, such as service frequency and operation hours. Bus branding is one element that has contributed to the recent growth in ridership on ART and Pike Ride services. Another notable project along the corridor is the possible realignment of Columbia Pike near South Joyce Street. In connection with plans for expansion Service Hours of Arlington National Cemetery, the Department of Defense has proposed a Metrobus would provide service along the corridor seven days per week. permanent realignment of the eastern end of Columbia Pike near its Weekday service begins by 5:00 a.m. and extends to 12:00 a.m. Saturday intersection with Joyce Street. The realigned roadway would more closely service begins by 5:15 a.m. and extends to 11:15 p.m., and Sunday service parallel I-395, with a new Columbia Pike/Joyce Street intersection Figure 2.1- begins by 6:00 a.m. and extends to 10:00 p.m. ART also provides service along 2 shows the potential realignment. the corridor seven days per week. Weekday service begins by 5:30 a.m. and extends to 12:00 a.m. Saturday service begins by 7:00 a.m. and extends to 12:00 a.m., and Sunday service begins by 8:00 a.m. and extends to 11:00 p.m. Transit Service Frequency The No Build Alternative bus service along the central portion of Columbia Pike operates at a combined two-to-three minute headway (the time between buses) that provide service to the Pentagon or Pentagon City during peak periods, with a combined six-minute headway during off-peak periods. 2-2 Columbia Pike Transit Initiative Alternatives Analysis/Environmental Assessment – Volume I Service frequencies by destination are listed below: x Pentagon City: An average of 11 Metrobus buses per hour during peak periods and four buses per hour during off-peak periods run along Columbia Pike from Jefferson Street to the Pentagon City Metrorail station. x Pentagon: Combined service frequency, including Metrobus and ART service, averages approximately 15 buses per hour during peak- periods and 6 buses per hour during off-peak periods, along Columbia Pike from Jefferson Street to the Pentagon Metrorail station. x Downtown Washington, DC: An average of 11 Metrobus buses per hour during peak periods run along